U.S. patent application number 16/863443 was filed with the patent office on 2021-11-04 for methods and systems for operating transport climate control systems to improve sleep.
The applicant listed for this patent is THERMO KING CORPORATION. Invention is credited to Peter J. Loomis, Matthew Srnec.
Application Number | 20210339603 16/863443 |
Document ID | / |
Family ID | 1000004828660 |
Filed Date | 2021-11-04 |
United States Patent
Application |
20210339603 |
Kind Code |
A1 |
Srnec; Matthew ; et
al. |
November 4, 2021 |
METHODS AND SYSTEMS FOR OPERATING TRANSPORT CLIMATE CONTROL SYSTEMS
TO IMPROVE SLEEP
Abstract
Methods of controlling transport climate control systems are
provided to reduce the impact of their operation on the sleep of an
occupant, who can be in a nearby sleeping space. Methods include
obtaining occupant sleep status data, determining one or more
operational parameters of the transport climate control system
based on the occupant sleep status data, and operating the
transport climate control system according to the one or more
operational parameters to control when at least one of a motor, a
compressor, a generator, or one or more fans are in operation
during an occupant sleep state. The methods can be implemented by a
controller of a transport climate control system or a control
module for such a system.
Inventors: |
Srnec; Matthew; (Minnetonka,
MN) ; Loomis; Peter J.; (Roseville, MN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
THERMO KING CORPORATION |
Minneapolis |
MN |
US |
|
|
Family ID: |
1000004828660 |
Appl. No.: |
16/863443 |
Filed: |
April 30, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60H 1/3205 20130101;
B60H 1/00892 20130101; B60H 1/00742 20130101 |
International
Class: |
B60H 1/00 20060101
B60H001/00; B60H 1/32 20060101 B60H001/32 |
Claims
1. A method of operating a transport climate control system,
comprising: obtaining occupant sleep status data; determining one
or more operational parameters of the transport climate control
system based on the occupant sleep status data; and operating the
transport climate control system according to the one or more
operational parameters to control when at least one of a motor, a
compressor, a generator, or one or more fans are in operation
during an occupant sleep state.
2. The method of claim 1, wherein the occupant sleep status data
includes an occupant sleep schedule.
3. The method of claim 1, wherein the occupant sleep status data
includes a driving time of a vehicle including the transport
climate control system.
4. The method of claim 1, wherein the occupant sleep status data
includes occupant biometric data.
5. The method of claim 1, wherein the one or more operational
parameters include at least one of a temperature set point of the
transport climate control system or a permitted drift from a set
point of the transport climate control system.
6. The method of claim 1, further comprising charging a
rechargeable energy storage source prior to the occupant sleep
state.
7. The method of claim 1, wherein operating the transport climate
control system according to the one or more operational parameters
comprises prohibiting operation of at least one of the motor, the
compressor, the generator, or the one or more fans during a period
defined based on an occupant sleep stage.
8. The method of claim 7, wherein the period defined based on the
occupant sleep stage includes one or more periods associated with
Stage 1 non-REM sleep.
9. The method of claim 8, wherein the one or more periods
associated with Stage 1 non-REM sleep are identified based on
occupant biometric data.
10. The method of claim 8, wherein the one more periods associated
with Stage 1 non-REM sleep are identified based on a schedule of
predicted sleep stages.
11. A transport climate control system, comprising: a motor; a
climate control circuit including: a compressor; and one or more
fans; and a controller, configured to: obtain occupant sleep status
data; determine one or more operational parameters of the transport
climate control system based on the occupant sleep status data; and
operate the transport climate control system according to the one
or more operational parameters to control when at least one of the
motor, the compressor, or the one or more fans are in operation
during an occupant sleep state.
12. The transport climate control system of claim 11, further
comprising a generator, and wherein the controller is configured to
operate the transport climate control system according to the one
or more operational parameters to control when a generator is in
operation during an occupant sleep state.
13. The transport climate control system of claim 11, further
comprising a biometric reader.
14. The transport climate control system of claim 13, wherein the
biometric reader is a wearable device and the biometric reader
configured to communicate with the controller through wireless
connection.
15. A control module for a transport climate control system,
comprising: a controller configured to: obtain occupant sleep
status data; determine one or more operational parameters of the
transport climate control system based on the occupant sleep status
data; and direct operation of the transport climate control system
according to the one or more operational parameters to control when
at least one of a motor, a compressor, or one or more fans of the
transport climate control system are in operation during an
occupant sleep state.
16. The control module of claim 15, wherein the controller is
configured to direct operation the transport climate control system
according to the one or more operational parameters to control when
a generator is in operation during an occupant sleep state.
17. The control module of claim 15, further comprising a wireless
communication antenna and wherein the controller is configured to
obtain data from a biometric reader from the wireless communication
antenna.
Description
FIELD
[0001] This disclosure is directed to transport climate control
systems, and more particularly for methods and systems for
operating a transport climate control system to improve sleep of a
person in proximity to the transport climate control system.
BACKGROUND
[0002] A transport climate control system is generally used to
control environmental condition(s) (e.g., temperature, humidity,
air quality, and the like) within a climate controlled space of a
transport unit (e.g., a truck, a container (such as a container on
a flat car, an intermodal container, etc.), a box car, a
semi-tractor, a bus, or other similar transport unit). The
transport climate control system can include, for example, a
transport refrigeration system (TRS) and/or a heating, ventilation,
air conditioning and refrigeration (HVACR) system. The TRS can
control environmental condition(s) within the climate controlled
space to maintain cargo (e.g., produce, frozen foods,
pharmaceuticals, etc.). The HVACR system can control environmental
conditions(s) within the climate controlled space to provide
passenger comfort for passenger(s) travelling in the transport
unit. In some transport units, the transport climate control system
can be installed externally (e.g., on a rooftop of the transport
unit, on a front wall of the transport unit, on a side wall of the
transport unit, etc.).
[0003] Transport climate control systems may be used for trips
extending multiple days. Further, drivers of vehicles including
transport climate control systems are often regulated to limit road
hours and require time to sleep or otherwise rest. The space or
spaces where climate is controlled by transport climate control
systems typically require climate control even when the vehicle is
not in transit.
[0004] Auxiliary power units (APUs) are an example of a finite
power storage unit that can be used with vehicles such as
semi-tractors to provide power to vehicle accessories when the
primary power source (e.g., tractor engine, high voltage battery
source, etc.) is turned off (i.e., deactivated). This can reduce
fuel consumption, maintenance costs, emissions, and noise generated
by not requiring the tractor main power source to operate (e.g.,
idle when the main power source is a tractor engine) during
occupant rest periods or other periods of vehicle non-movement.
[0005] An example of one of the vehicle accessories powered by the
APU may be a HVACR system that maintains a desired climate setting
(e.g., temperature, humidity, airflow, etc.) within the cabin of
the tractor. The HVACR system can help maintain a safe and
comfortable environment that allows passenger(s) to rest within the
sleeper cabin. Other vehicle accessories that can be powered by
finite power storage units include, for example, transport climate
control units, hotel loads such as cabin electronics, entertainment
systems and appliances, etc.
SUMMARY
[0006] This disclosure is directed to transport climate control
systems, and more particularly for methods and systems for
operating a transport climate control system to improve sleep of a
person in proximity to the transport climate control system.
[0007] Components of transport climate control systems,
particularly rotational components such as generators, motors,
compressors, and fans, may produce noise and vibration disruptive
to sleep for those in proximity to the transport climate control
system. The embodiments described herein can assist in improving
sleep of an occupant resting in a sleeper cabin or other
accommodation within a vehicle towing the transport climate control
system.
[0008] By using sleep information such as times of day and
schedules, such as limits on working hours indicative of when an
operator will rest, occupant time, biometrics, manual settings, or
the like, operation of the transport climate control system may be
adjusted to reduce impact on occupant sleep quality. In an
embodiment, operation of transport climate control components may
be performed at times outside of an occupant's sleep schedule. In
an embodiment, the operation of transport climate control system
components may be performed at times where it is less disruptive to
occupant sleep. The disruptiveness of operations to occupant sleep
can be determined based on time, such as whether the operation
would occur during deeper parts of a typical sleep cycle, and/or
through biometric feedback on sleep such as movement data, pulse,
and/or other suitable biometrics. The biometrics may be used to
create an individualized sleep profile used to control operation of
the transport climate control system components.
[0009] In an embodiment, a method of operating a transport climate
control system includes obtaining occupant sleep status data,
determining one or more operational parameters of the transport
climate control system based on the occupant sleep status data, and
operating the transport climate control system according to the one
or more operational parameters to control when at least one of a
motor, a compressor, a generator, or one or more fans are in
operation during an occupant sleep state.
[0010] In an embodiment, the occupant sleep status data includes an
occupant sleep schedule.
[0011] In an embodiment, the occupant sleep status data includes a
driving time of a vehicle including the transport climate control
system.
[0012] In an embodiment, the occupant sleep status data includes
occupant biometric data.
[0013] In an embodiment, the one or more operational parameters
include at least one of a temperature set point of the transport
climate control system or a permitted drift from a set point of the
transport climate control system.
[0014] In an embodiment, the method further includes charging a
Rechargeable Energy Storage Source (RESS) (e.g., a battery) prior
to the occupant sleep state.
[0015] In an embodiment, operating the transport climate control
system according to the one or more operational parameters
comprises prohibiting operation of at least one of the motor, the
compressor, the generator, or the one or more fans during a period
defined based on an occupant sleep stage. In an embodiment, the
period defined based on the occupant sleep stage includes one or
more periods associated with Stage 1 non-REM sleep. In an
embodiment, the one or more periods associated with Stage 1 non-REM
sleep are identified based on occupant biometric data. In an
embodiment, the one more periods associated with Stage 1 non-REM
sleep are identified based on a schedule of predicted sleep
stages.
[0016] In an embodiment, a transport climate control system
includes a motor, a climate control circuit including a compressor
and one or more fans; and a controller. The controller is
configured to obtain occupant sleep status data, determine one or
more operational parameters of the transport climate control system
based on the occupant sleep status data, and operate the transport
climate control system according to the one or more operational
parameters to control when at least one of the motor, the
compressor, or the one or more fans are in operation during an
occupant sleep state.
[0017] In an embodiment, the transport climate control system
further includes a generator. The controller is also configured to
operate the transport climate control system according to the one
or more operational parameters to control when a generator is in
operation during an occupant sleep state.
[0018] In an embodiment, the transport climate control system
further includes a biometric reader. In an embodiment, the
biometric reader is a wearable device and the biometric reader
configured to communicate with the controller through wireless
connection.
[0019] In an embodiment, a control module for a transport climate
control system includes a controller. The controller is configured
to obtain occupant sleep status data, determine one or more
operational parameters of the transport climate control system
based on the occupant sleep status data, and operate the transport
climate control system according to the one or more operational
parameters to control when at least one of the motor, the
compressor, or the one or more fans are in operation during an
occupant sleep state.
[0020] In an embodiment, the controller is configured to direct
operation the transport climate control system according to the one
or more operational parameters to control when a generator is in
operation during an occupant sleep state.
[0021] In an embodiment, the control module further includes a
wireless communication antenna, and the controller is configured to
obtain data from a biometric reader from the wireless communication
antenna.
DRAWINGS
[0022] FIG. 1A illustrates one embodiment of a climate-controlled
van that includes a climate controlled space and a transport
climate control system.
[0023] FIG. 1B illustrates one embodiment of a climate-controlled
straight truck that includes a climate controlled space and a
transport climate control system.
[0024] FIG. 1C illustrates one embodiment of a climate controlled
transport unit attached to a tractor.
[0025] FIG. 1D illustrates another embodiment of a climate
controlled transport unit that can be attached, for example, to a
tractor.
[0026] FIG. 1E illustrates one embodiment of a tractor having a
HVACR system powered by a finite power storage unit and vehicle
accessory system to provide climate control within a cabin of the
tractor.
[0027] FIG. 2 illustrates a schematic of a transport climate
control system according to an embodiment.
[0028] FIG. 3 illustrates a flowchart of a method of operating a
transport climate control system, according to an embodiment.
[0029] FIG. 4 illustrates a flowchart of a method operating a
transport climate control system according to one or more
operational parameters, according to an embodiment
DETAILED DESCRIPTION
[0030] This disclosure is directed to transport climate control
systems, and more particularly for methods and systems for
operating a transport climate control system to improve sleep of a
person in proximity to the transport climate control system.
[0031] Components of transport climate control systems,
particularly rotational components such as generators, motors,
compressors, and fans, may produce noise and vibration disruptive
to sleep for those in proximity to the transport climate control
system. The embodiments described herein can assist in improving
sleep of an occupant resting in a sleeper cabin or other
accommodation within a vehicle towing the transport climate control
system.
[0032] FIG. 1A depicts a climate-controlled van 100 that includes a
climate controlled space 105 for carrying cargo and a transport
climate control system 110 for providing climate control within the
climate controlled space 105. The transport climate control system
110 includes a climate control unit (CCU) 115 that is mounted to a
rooftop 120 of the van 100. The transport climate control system
110 can include, amongst other components, a climate control
circuit (see the climate control circuit 215 in FIG. 2) that
connects, for example, a compressor, a condenser, an evaporator and
an expansion device to provide climate control within the climate
controlled space 105. It will be appreciated that the embodiments
described herein are not limited to climate-controlled vans, but
can apply to any type of transport unit (e.g., a truck, a container
(such as a container on a flat car, an intermodal container, a
marine container, etc.), a box car, a semi-tractor, a bus, or other
similar transport unit), etc. The climate-controlled van 100 can
include a sleeping area for an occupant such as a driver or other
passenger of the climate-controlled van 100, for example within or
connected to a cabin of the climate-controlled van 100.
[0033] The transport climate control system 110 also includes a
programmable controller 125 and one or more sensors (not shown)
that are configured to measure one or more parameters of the
transport climate control system 110 (e.g., an ambient temperature
outside of the van 100, an ambient humidity outside of the van 100,
a compressor suction pressure, a compressor discharge pressure, a
supply air temperature of air supplied by the CCU 115 into the
climate controlled space 105, a return air temperature of air
returned from the climate controlled space 105 back to the CCU 115,
a humidity within the climate controlled space 105, etc.) and
communicate parameter data to the controller 125. The controller
125 is configured to control operation of the transport climate
control system 110 including the components of the climate control
circuit. The controller 125 may comprise a single integrated
control unit 126 or may comprise a distributed network of
controller elements 126, 127. The number of distributed control
elements in a given network can depend upon the particular
application of the principles described herein. The controller 125
can further be configured to adjust operation of the transport
climate control system 110 based on a sleep state of an occupant
such as an operator of the climate-controlled van 100 when in a
sleeping area.
[0034] FIG. 1B depicts a climate-controlled straight truck 130 that
includes a climate controlled space 131 for carrying cargo and a
transport climate control system 132. The transport climate control
system 132 includes a CCU 133 that is mounted to a front wall 134
of the climate controlled space 131. The CCU 133 can include,
amongst other components, a climate control circuit (see the
climate control circuit 215 in FIG. 2) that connects, for example,
a compressor, a condenser, an evaporator and an expansion device to
provide climate control within the climate controlled space 131.
The straight truck 130 can include a sleeping area for a driver or
other passenger of the straight truck 130, for example in or
attached to a cabin of the straight truck 130.
[0035] The transport climate control system 132 also includes a
programmable controller 135 and one or more sensors (not shown)
that are configured to measure one or more parameters of the
transport climate control system 132 (e.g., an ambient temperature
outside of the truck 130, an ambient humidity outside of the truck
130, a compressor suction pressure, a compressor discharge
pressure, a supply air temperature of air supplied by the CCU 133
into the climate controlled space 131, a return air temperature of
air returned from the climate controlled space 131 back to the CCU
133, a humidity within the climate controlled space 131, etc.) and
communicate parameter data to the controller 135. The controller
135 is configured to control operation of the transport climate
control system 132 including components of the climate control
circuit. The controller 135 may comprise a single integrated
control unit 136 or may comprise a distributed network of
controller elements 136, 137. The number of distributed control
elements in a given network can depend upon the particular
application of the principles described herein. The controller 135
can further be configured to adjust operation of the transport
climate control system 132 based on a sleep state of an occupant
such as an operator of the straight truck 130 when in a sleeping
area.
[0036] FIG. 1C illustrates one embodiment of a climate controlled
transport unit 140 attached to a tractor 142. The climate
controlled transport unit 140 includes a transport climate control
system 145 for a transport unit 150. The tractor 142 is attached to
and is configured to tow the transport unit 150. The transport unit
150 shown in FIG. 1C is a trailer. The tractor 142 attached to the
transport unit 150 includes an occupant sleep area (not shown)
within a cabin of the tractor 142.
[0037] The transport climate control system 145 includes a CCU 152
that provides environmental control (e.g. temperature, humidity,
air quality, etc.) within a climate controlled space 154 of the
transport unit 150. The CCU 152 is disposed on a front wall 157 of
the transport unit 150. In other embodiments, it will be
appreciated that the CCU 152 can be disposed, for example, on a
rooftop or another wall of the transport unit 150. The CCU 152
includes a climate control circuit (see FIG. 2) that connects, for
example, a compressor, a condenser, an evaporator and an expansion
device to provide conditioned air within the climate controlled
space 154.
[0038] The transport climate control system 145 also includes a
programmable controller 156 and one or more sensors (not shown)
that are configured to measure one or more parameters of the
transport climate control system 145 (e.g., an ambient temperature
outside of the transport unit 150, an ambient humidity outside of
the transport unit 150, a compressor suction pressure, a compressor
discharge pressure, a supply air temperature of air supplied by the
CCU 152 into the climate controlled space 154, a return air
temperature of air returned from the climate controlled space 154
back to the CCU 152, a humidity within the climate controlled space
154, etc.) and communicate parameter data to the controller 156.
The controller 156 is configured to control operation of the
transport climate control system 145 including components of the
climate control circuit. The controller 156 may comprise a single
integrated control unit 158 or may comprise a distributed network
of controller elements 158, 159. The number of distributed control
elements in a given network can depend upon the particular
application of the principles described herein. The controller 156
can further be configured to adjust operation of the transport
climate control system 145 based on a sleep state of an occupant
such as an operator of the tractor 142 when in a sleeping
compartment.
[0039] FIG. 1D illustrates another embodiment of a climate
controlled transport unit 160. The climate controlled transport
unit 160 includes a multi-zone transport climate control system
(MTCS) 162 for a transport unit 164 that can be towed, for example,
by a tractor (not shown). It will be appreciated that the
embodiments described herein are not limited to tractor and trailer
units, but can apply to any type of transport unit (e.g., a truck,
a container (such as a container on a flat car, an intermodal
container, a marine container, etc.), a box car, a semi-tractor, a
bus, or other similar transport unit), etc. The truck, tractor, or
other transport unit can include a sleeping area, for example in a
cabin of a truck or tractor, where an occupant such as a driver or
other passenger of the transport unit or attached vehicle may
sleep.
[0040] The MTCS 162 includes a CCU 166 and a plurality of remote
units 168 that provide environmental control (e.g. temperature,
humidity, air quality, etc.) within a climate controlled space 170
of the transport unit 164. The climate controlled space 170 can be
divided into a plurality of zones 172. The term "zone" means a part
of an area of the climate controlled space 170 separated by walls
174. The CCU 166 can operate as a host unit and provide climate
control within a first zone 172a of the climate controlled space
166. The remote unit 168a can provide climate control within a
second zone 172b of the climate controlled space 170. The remote
unit 168b can provide climate control within a third zone 172c of
the climate controlled space 170. Accordingly, the MTCS 162 can be
used to separately and independently control environmental
condition(s) within each of the multiple zones 172 of the climate
controlled space 162.
[0041] The CCU 166 is disposed on a front wall 167 of the transport
unit 160. In other embodiments, it will be appreciated that the CCU
166 can be disposed, for example, on a rooftop or another wall of
the transport unit 160. The CCU 166 includes a climate control
circuit (see FIG. 2) that connects, for example, a compressor, a
condenser, an evaporator and an expansion device to provide
conditioned air within the climate controlled space 170. The remote
unit 168a is disposed on a ceiling 179 within the second zone 172b
and the remote unit 168b is disposed on the ceiling 179 within the
third zone 172c. Each of the remote units 168a,b include an
evaporator (not shown) that connects to the rest of the climate
control circuit provided in the CCU 166.
[0042] The MTCS 162 also includes a programmable controller 180 and
one or more sensors (not shown) that are configured to measure one
or more parameters of the MTCS 162 (e.g., an ambient temperature
outside of the transport unit 164, an ambient humidity outside of
the transport unit 164, a compressor suction pressure, a compressor
discharge pressure, supply air temperatures of air supplied by the
CCU 166 and the remote units 168 into each of the zones 172, return
air temperatures of air returned from each of the zones 172 back to
the respective CCU 166 or remote unit 168a or 168b, a humidity
within each of the zones 118, etc.) and communicate parameter data
to a controller 180. The controller 180 is configured to control
operation of the MTCS 162 including components of the climate
control circuit. The controller 180 may comprise a single
integrated control unit 181 or may comprise a distributed network
of controller elements 181, 182. The number of distributed control
elements in a given network can depend upon the particular
application of the principles described herein. The controller 180
can further be configured to adjust operation of the MTCS 162 based
on a sleep state of an occupant such as an operator of the tractor
when in a sleeping area.
[0043] FIG. 1E illustrates one embodiment of a tractor 185 having a
HVACR unit 186 powered by an APU 187 to provide climate control
within a cabin of the tractor 185. The cabin includes a sleeping
portion 188 and a driving portion 189 and a plurality of vehicle
accessories (not shown). The cabin can be accessible via a driver
side door (not shown) and a passenger side door (not shown). The
cabin can include a primary HVAC system (not shown) as a vehicle
accessory that can be configured to provide conditioned air within
driving portion 189 and potentially the entire cabin, and the
secondary HVAC system including the HVACR unit 186 for providing
conditioned air within the sleeping portion 188. The cabin can also
include a plurality of cabin accessories (not shown). Examples of
cabin accessories can include, for example, sunshade(s) for a
window/windshield of the tractor 185, a refrigerator, a television,
a video game console, a microwave, one or more device charging
station(s), a continuous positive airway pressure (CPAP) machine,
and a coffee maker.
[0044] The HVACR unit 186 is controlled by a controller 190 and is
connected to a display 191 and a communications link 192. The
finite power storage unit and vehicle accessory system is
controlled by the controller 190. The controller 190 is also
connected to the APU 187 to control, monitor and receive data from
the APU 187. The display 191 is separate from the controller 190.
In other embodiments, the display 191 can be part of the controller
190. The controller 190 may also be connected to communications
link 192 in order to communicate, for example, with a mobile device
and/or with a remote server. The HVACR system can include sensors
including, for example, a cabin temperature sensor, an ambient
temperature sensor, etc. providing data to the controller 190.
[0045] The APU 187 is a power source that can include a prime mover
and/or a power storage device such as a battery source to provide
power to various loads including the vehicle accessory systems such
as HVACR unit 186. The APU 187 may be a separate power source from
a primary power source of the vehicle such as an alternator 193
coupled to a main engine 194 and/or the main battery (not shown).
The APU 187 can act as a secondary power unit for the tractor 185
for use when the primary power source (e.g., alternator 193 coupled
to the main engine 194) is unavailable. When, for example, the
primary power source is unavailable, the APU 187 can be configured
to provide power to one or more of the vehicle accessories
(including, for example, cabin accessories; hotel loads such as,
for example, appliances; a primary HVAC system; the HVACR unit 186;
a starter for main engine 194; etc.).
[0046] In some embodiments, the APU 187 is electrically powered and
can include, for example, one or more batteries. In other
embodiments, the APU 187 can be mechanically powered, for example,
by a prime mover. In one embodiment, the APU 187 can include a
prime mover coupled to a belt to drive an alternator and a
compressor of the HVACR unit 186. The prime mover of the APU 187
can be separate from the prime mover engine 194 acting as the
primary power source of the tractor 185. In some embodiments, the
prime mover of the APU 187 can be a diesel engine. The APU 187 can
be attached to the tractor 185 using any attachment method such as
being located in a compartment, bolted to a portion of the tractor
185, etc.
[0047] In some embodiments, the APU 187 can be turned on (i.e.,
activated) or off (i.e., deactivated) by an occupant (e.g., driver
or passenger) of the tractor 185. The APU 187 generally may not be
able to provide sufficient power for operating (e.g., driving) the
tractor 185.
[0048] The APU 187 can have a finite amount of power that it can
provide to vehicle accessories, for example, based on a fuel tank
providing fuel to the APU 187, storage capability of batteries of
the APU 187, etc. The APU 187 may include or be connected to a
battery management system 195. The battery management system 195
may, for example, control the charging of a battery of the APU 187
based on parameters such as, for example, battery temperature. The
battery management system 195 may, for example, evaluate the
remaining useful life of a battery of the APU 187. The battery
management system 195 may be directly connected to a battery
included in the APU 187 or may communicate with the APU 187 by, for
example, a CAN bus, ZigBee, RFID, etc. Components of the APU 187
may have RFID identifiers to provide information regarding part
serial number, date of manufacture, etc.
[0049] The main engine 194 can provide sufficient power to operate
(e.g., drive) the tractor 185 and any of a plurality of vehicle
accessories (e.g., the primary HVAC system) and cabin accessories.
In some embodiments, the main engine 194 is the only power source
that provides power to the primary HVAC system. The main engine 194
can also provide power to charge, for example, batteries of the APU
187. In some embodiments, the main engine 194 can be a prime mover
such as, for example, a diesel engine. In some embodiments, the
main engine 194 can be an electric engine. In some embodiments, the
main engine 194 can be a hybrid engine.
[0050] The controller 190 is configured to control operation of the
HVACR system including components of the HVACR unit 186. The
controller 190 may comprise a single integrated control unit or may
comprise a distributed network of controller elements (not shown).
The number of distributed control elements in a given network can
depend upon the particular application of the principles described
herein.
[0051] The controller 190 may include a processor and a memory. The
processor may be configured to receive at least one of a climate
condition setting (e.g., a temperature setting, a range of
temperatures, a cooling or heating mode, a fan setting, etc.) and a
runtime and compute a predicted runtime or condition setting for
the HVACR unit 186 when it is powered by the APU 187. The memory
may be configured to store various data regarding the HVACR unit
186 and the APU 187.
[0052] The controller 190 may be connected to the communications
link 192. In some embodiments, the communications link 192 can be
an antenna. In some embodiments, the communications link 192 may be
a connection to the internet, such as a cellular data connection
such as 3G, 4G or LTE, used to access, for example, a remote
server, a mobile device (e.g. a cellular phone), etc. In an
embodiment, the communications link 192 can be a short-range
communications link, such as Bluetooth, Wi-Fi (for example
according to an 802.11 standard), ZigBee, or a wired communications
link such as a USB link. The short-range communications link may
allow communication between the controller 190 and a device such as
a mobile phone, which may in turn connect to a remote server via
the internet, for example, via a cellular data connection.
[0053] The controller 190 can further be configured to adjust
operation of the HVACR system based on a sleep state of an occupant
such as an operator of the tractor 185 when in a sleeping area.
[0054] The display 191 may be used to provide a user with
information, for example, a selected climate condition setting and
a predicted runtime for that climate condition setting. The climate
condition setting may be presented on the display 120 as, for
example, a single set point temperature, two or more temperatures
defining a temperature range for the HVACR unit 186 to operate
within, an abstract expression of the condition setting (such as a
value from 1-10, a color corresponding to a condition setting such
as blue for conditions including colder temperature values or red
for conditions including hotter temperature values, etc.), etc. The
predicted runtime may be presented as, for example, a dial, a
clock, a slider bar, a number, etc. corresponding to the predicted
runtime. The display 191 may provide a user interface through which
the user views and can manipulate one or more of the runtime and
the condition setting values. The display 191 may include a control
input, for example a touch-screen for interacting with the
presented user interface. Other controls may be provided, for
example dials, buttons, knobs, etc. In an embodiment, the display
191 can be a fixed display screen located, for example, in the
cabin of the tractor 185. In an embodiment, a user interface on a
mobile device can be used instead of the display 191 and the mobile
device can connect to the controller 190 via the communications
link 192.
[0055] FIG. 2 shows a schematic of a transport climate control
system 200 according to an embodiment. The transport climate
control system 200 can be used in conjunction with any of the
transport units and transport climate control systems shown in
FIGS. 1A-E. The transport climate control system 200 includes a
generator 205 and rechargeable energy storage system (RESS) 210.
Transport climate control system 200 also includes a climate
control circuit 215 including a compressor 220 and one or more fans
225, a first heat exchanger 230, an expansion device 235, and a
second heat exchanger 240. Transport climate control system 200
further includes a controller 240. Transport climate control system
200 can optionally include wireless communication antenna 250, and
optionally further include biometric sensor 255. Optionally,
transport climate control system 200 can include a
climate-controlled mattress 260.
[0056] Generator 205 is a generator configured to provide power to
transport climate control system 200. In an embodiment, generator
205 can be connected to a motor 265 as a prime mover, such as a
combustion engine and obtain power from the motor 265. In some
embodiments, generator 205 is connected to an engine of a transport
climate control system and disposed, for example, in a transport
climate control unit (e.g., the CCU 152 shown in FIG. 1C). In some
embodiments, generator 205 is connected to an engine of a vehicle
including transport climate control system 200 to obtain power from
the engine. In some embodiments, the generator 205 is connected to
an engine and form a generator set (also referred to as a genset)
that is separate from the transport climate control system and the
vehicle. In these embodiments, the genset can be mounted, for
example, to the vehicle and/or the transport unit.
[0057] RESS 210 is a rechargeable energy storage source configured
to obtain and store power from generator 205, and also to provide
power to transport climate control system 200. RESS 210 may include
one or more rechargeable batteries configured to be charged by
generator 205 and/or a connection to external power such as shore
power from an electrical grid. RESS 210 may include, for example, a
RESS management system to control operations of the RESS 210 such
as charging, temperature management, and the like, and determine
and/or communicate the status of the RESS such as a state of charge
of the one or more batteries of the RESS 210.
[0058] In an embodiment, RESS 210 includes one or more rechargeable
batteries. In an embodiment, RESS 210 is a fuel cell. RESS 210 can
provide energy to the transport climate control system 200 with
reduced noise and vibration than generator 205 and any attached
motor 265. In an embodiment, RESS 210 provides energy to transport
climate control system without producing noise or vibration that
are perceptible in a crew compartment or sleeping space of a
vehicle including transport climate control system 200. In some
embodiments, the RESS 210 can be part of a transport climate
control system (e.g., the transport climate control systems shown
in FIGS. 1A-1D). In some embodiments, the RESS 210 can be part of
the vehicle (e.g., a tractor such as the tractors 142 and 185 shown
in FIGS. 1C and 1E). In some embodiments, the RESS 210 can be part
of an APU (e.g., the APU 187 shown in FIG. 1E).
[0059] Climate control circuit 215 is a circuit configured to
provide climate control to an internal space of or attached to a
vehicle, such as a cargo space, a trailer, or the like. In an
embodiment, climate control circuit 215 can further provide climate
control to a cabin space of the vehicle. The climate control
provided by climate control circuit 215 can include temperature,
humidity, atmosphere, and/or airflow control. The climate control
circuit 215 can include compressor 220, one or more fans 225, first
heat exchanger 230, expansion device 235, and a second heat
exchanger 240. Climate control circuit 215 can perform a
refrigeration cycle using the circuit including compressor 220,
first heat exchanger 230, expansion device 235, and second heat
exchanger 240. In an embodiment, climate control circuit can also
provide heating or cooling to a climate-controlled mattress
255.
[0060] Compressor 220 is a compressor configured to compress a
working fluid in climate control circuit 215. Compressor 220 can
be, for example, a reciprocating compressor, a scroll compressor,
or any other suitable compressor for compressing a working fluid in
a climate control circuit. In an embodiment, compressor 220 is an
electrically powered compressor. Compressor 220 is one of the
components controlled by controller 245 to control levels of noise
and vibration based on a sleep status of a vehicle occupant such as
a driver or other passenger of the vehicle.
[0061] Climate control circuit also includes one or more fans 225.
The one or more fans 225 include evaporator fans configured to
direct air over a heat exchanger serving as an evaporator in
climate control circuit 215, such as first heat exchanger 230.
First heat exchanger 230 is a heat exchanger receiving the working
fluid from compressor 220 in climate control circuit 215. First
heat exchanger 230 can allow the working fluid from compressor 220
to reject heat, for example rejecting heat to an ambient
environment surrounding the climate control circuit 215, as part of
a refrigeration cycle. The one or more fans 225 can be included
among the components controlled by controller 245 to control levels
of noise and vibration based on a sleep status of a vehicle
occupant such as a driver or other passenger of the vehicle.
[0062] Expansion device 235 is a part of climate control circuit
215 that expands working fluid from the first heat exchanger 230.
Working fluid passes from expansion device 235 to second heat
exchanger 240, where the working fluid absorbs heat as part of the
refrigeration cycle performed by climate control circuit 215.
Working fluid from second heat exchanger 240 returns to compressor
220. Second heat exchanger 240 can have one or more of the fans 225
blowing air over the second heat exchanger to facilitate the
transfer of heat at second heat exchanger 240. The fans 225
associated with second heat exchanger 240 can also be included
among the components controlled by controller 245 to control levels
of noise and vibration based on a sleep status of a vehicle
occupant such as a driver or other passenger of the vehicle.
[0063] Controller 245 is a controller including a processor and a
memory. In an embodiment, controller 245 can include one or more
additional processors. In an embodiment, controller 245 can further
include one or more storage memories. Controller 245 is configured
to control operation of transport climate control system 200.
Controller 245 is configured to determine operational parameters of
the transport climate control system 200 based on current or
expected sleep states for an occupant of the vehicle.
[0064] The current or expected sleep state for the occupant can be
obtained by controller 245 or it can be determined by the
controller 245. In an embodiment, a current or expected sleep state
can be provided to controller 245 by biometric reader 255. In an
embodiment, a current or expected sleep state can be determined
based on a schedule. In an embodiment, the schedule is based on
historical data, such as historical vehicle use data or historical
occupant sleep status data. In an embodiment, the schedule is based
on user-entered data. In an embodiment, a current or expected sleep
state can be determined based on biometric data, such as data
obtained from a biometric reader 255. The biometric data can
include, for example heart rate, movement and/or restlessness,
breathing rate and/or depth, or any other biological signs
associated with current or predicted sleep states.
[0065] Controller 245 can determine one or more operational
parameters for transport climate control system 200 based on a
current sleep state. The operational parameters can be, for
example, operation of particular components. In an embodiment, the
operational parameters can include a source of power for operating
components of the transport climate control system, for example
using energy stored in RESS 210 instead of power from generator
205. For a current sleep state, the sleep state can be used to
control the use of components of associated with noise or
vibration, such as compressor 220, generator 205, motor 265, or
fans 225. In an embodiment, one or more of those components can be
prohibited from use during particular sleep states, such as stage 1
non-REM sleep, REM sleep, or any other stages. For example,
generator 205 and motor 265 can be prohibited from use, and RESS
210 used to power compressor 220 and/or fans 225. In an embodiment,
some sleep states can permit use of one or more of the components
associated with noise or vibration. In an embodiment, only certain
sleep states, such as stage 1 non-REM sleep can include
restrictions or prohibitions on use of components associated with
noise or vibration. In an embodiment, the association of sleep
states with use of components associated with noise or vibration
can be based on individual sleep data, such as biometric data on
sleep quality data for a particular occupant. In an embodiment, the
use of components associated with noise or vibration in a
particular sleep state can be based on the susceptibility of that
sleep state to disruption. In an embodiment, one or more
temperature set points for the transport climate control system 200
can be modified, for example to reduce the use of the components
associated with noise or vibration during the occupant sleep state.
The modification of set points can be within boundaries established
based on a load being carried in the space climate-controlled by
transport climate control system 200, such as frozen foods,
refrigerated perishables, medicines, or the like.
[0066] Controller 245 can also determine one or more operational
parameters for transport climate control system 200 based on an
anticipated sleep state. For an anticipated sleep state, controller
245 can, for example, direct charging of RESS 210 to increase the
availability of stored power from RESS 210 during the anticipated
sleep state, or lower a temperature in the space that is
climate-controlled by transport climate control system 200 to
provide a period where components associated with noise or
vibration will not be utilized.
[0067] Controller 245 can operatively coupled to a wireless
communication antenna 250 such that the controller 245 can obtain
data from one or more other devices such as a remote server 270
and/or biometric sensor 255. Wireless communication antenna 250 can
be, for example an antenna for at least one of Wi-Fi, Bluetooth,
ZigBee, near-field communications (NFC), RFID, or any other
suitable wireless connection capable of communicating data to and
from controller 245 and one or more of a biometric sensor 255, a
remote server 270, or any other mobile electronic device 275 such
as a tablet, smart phone, or the like.
[0068] Biometric sensor 255 is a device including one or more
sensors configured to sense biometric data of an occupant of the
vehicle including transport climate control system 200. Biometric
sensor 255 can be, for example, a wearable device such as a fitness
tracker band, a mobile device such as a cellular phone, one or more
sensors installed in a sleeping area of the vehicle including
transport climate control system 200, or any other suitable device
for capturing biometric data for an occupant of the vehicle. The
biometric data can include movement such as resting motion or
restless motion, sound such as snoring or coughing, body
temperature, pulse i.e. heart rate, depth and/or frequency of
breathing, or any other suitable biometric data that can be
associated with a sleep state. Biometric sensor 255 can be
operatively connected to the controller 245 such that it can
provide data to controller 245, for example through wireless
communications with the wireless communications antenna 250. In an
embodiment, biometric sensor 255 can have a wired connection to
controller 245. In an embodiment, biometric sensor 255 can provide
biometric data to controller 245 that is processed at controller
245 to obtain a sleep state.
[0069] In an embodiment, controller 245 can use data from biometric
sensor 255 to detect responses to operation of the transport
climate control system 200 to determine effects of operations on
occupant sleep. For example, if one or more noise or
vibration-producing components of the transport climate control
system 200 are operated based on a determination of the occupant
being in a deep sleep state, the biometric sensor 255 can provide
feedback on the effects of that operation on user sleep. This
feedback can include information regarding or relating to changes
in depth or quality of sleep, awakening of the occupant, or the
like. The feedback can be used to alter how the transport climate
control system 200 is operated in response to occupant sleep state.
For example, the feedback from biometric sensor 255 during
operation of transport climate control system 200 during an
occupant sleep state could be processed to determine variations to
the control based on occupant sleep state. Variations to control
during occupant sleep state could include, for example, determining
particular speeds for variable-speed components to be operated at,
including or modifying the length of time an occupant is in a sleep
state before performing the corresponding operations, changing the
combinations of components in operation during an occupant sleep
state to modify harmonics, or any other suitable modification to
the operations based on their effects on occupant sleep recorded by
the biometric sensor 255.
[0070] Optionally, a climate-controlled mattress 260 can be
included as part of a transport climate control system 200. In an
embodiment, climate-controlled mattress 260 includes a heating
element, such as a resistive heating element 261. In an embodiment,
climate-controlled mattress 260 can include a plurality of channels
262 for distributing air from an ambient environment or from an
HVACR system to heat or cool the mattress 260. In an embodiment,
air sourced from the ambient environment can be driven through the
channels by a fan 263. In an embodiment, the HVACR system providing
air to climate-controlled mattress 260 is a cabin HVACR system of
the vehicle. In an embodiment, the HVACR system providing air to
climate-controlled mattress 260 includes climate control circuit
215. In an embodiment, climate-controlled mattress 260 can be
climate-controlled by ventilation of air through the channels, for
example driven by a fan. In an embodiment, climate-controlled
mattress 260 is controlled by controller 245 to control the
temperature of the mattress based on a sleep state of an occupant
such as a vehicle operator. In an embodiment, climate-controlled
mattress 260 includes a controller configured to control the
temperature of the mattress based on a sleep state of an occupant
such as a vehicle operator. In an embodiment, the controller that
controls the temperature of the climate-controlled mattress 260 is
configured to obtain data from biometric sensor 255. In an
embodiment, the controller that controls the temperature of the
climate-controlled mattress 260 is configured to process biometric
data to determine the sleep state of the occupant. In an
embodiment, each of a plurality of sleep states are associated with
set point temperatures, heater intensities, or fan speeds for the
climate-controlled mattress 260. In an embodiment, an occupant can
set the set point temperature, heater intensity, or fan speed of
the climate-controlled mattress.
[0071] In an embodiment, one or more security features of a
security system 280 can be integrated with climate control system
200 such that they are controlled by controller 240. Security
system 280 can include, for example, door locks 285, motion
detectors 290, or cameras 295. In an embodiment, controller 240 can
ensure door locks 285 are locked during the occupant sleep state.
In an embodiment, controller 240 can activate one or both of motion
detectors 290 or cameras 295 during the occupant sleep state.
[0072] FIG. 3 illustrates a flowchart of a method 300 of operating
a transport climate control system (e.g., the transport climate
control system 200 shown in FIG. 2). Method 300 includes a
controller (e.g., the controller 245 shown in FIG. 2) obtaining
occupant sleep status data 305, determining one or more operational
parameters of the transport climate control system based on the
occupant sleep status data 310, and operating the transport climate
control system according to the one or more operational parameters
315.
[0073] Occupant sleep status data is obtained at 305. The occupant
sleep status data is data regarding the sleep status of a person
that will occupy a sleeping area in a vehicle including the
transport climate control system. In an embodiment, the occupant is
an operator of the vehicle such as a driver. In an embodiment, the
sleeping area is in close proximity to the transport climate
control system operated according to method 300, such that
vibration or noise from the transport climate control system would
be experienced by the occupant. In an embodiment, the occupant
sleep status data is provided by a device such as a mobile device
or a biometric sensor such as a wearable device. In an embodiment,
the occupant sleep status data is obtained from a remote server,
separate from the vehicle including the transport climate control
system. In an embodiment a controller included in the determines a
sleep state based on data such as time, biometric data, a schedule,
vehicle trip status such as operation time, for example determined
by setting on and off times or detection of the vehicle being in
motion, constraints such as permitted operator driving time, and
the like. The data used to determine sleep state can include, for
example, one or more of data stored locally in a memory included in
the controller, data obtained from a mobile device, data obtained
from a biometric sensor, and data obtained from a remote server. In
an embodiment, the occupant sleep status data is determined via
processing at the remote server, mobile device, or biometric
sensor. In an embodiment, the occupant sleep status data is
determined by processing data at a controller included in the
transport climate control system. The data processed by the
controller can include data provided by one or more of the remote
server, mobile device, or biometric sensor.
[0074] In an embodiment, the sleep status data is a stage of the
sleep cycle. The sleep cycle includes Stage 0, when awake, Stage 1
and Stage 2, which are each considered to be light sleep stages,
Stage 3, which is considered a deep sleep but not REM sleep, and
REM sleep, the deepest sleep and associated with dreaming and with
limited or no body movement. The stages can be characterized by
biometric data or based on a schedule, such as an individual sleep
schedule or aggregate data on typical sleep patterns. The stages
can be associated with different susceptibilities to disruption,
for example due to noise or vibration, and effects of such
disruptions on sleep quality.
[0075] One or more operational parameters of the transport climate
control system are determined based on the occupant sleep status
data at 310. The one or more operational parameters can include,
for example, set points for the transport climate control system,
permission for particular components to operate, such as one or
more of motors, generators, compressors, fans, and the like,
permissible power sources for operations such as a RESS versus a
generator or motor, schedules for operation of components such as
one or more of motors, generators, compressors, fans, and the like,
or any other suitable control parameter affecting the timing and
intensity of noise and vibration resulting from operation of the
transport climate control system. In an embodiment, the one or more
operational parameters can include the charging of the RESS, for
example charging the RESS prior to predicted occupant sleep states
where the RESS will power components.
[0076] Where the operational parameters determined at 310 include
set points for the transport climate control system, the set points
can be varied to permit a wider range of temperatures for the space
cooled by the transport climate control system. The variation of
the set points can include raising a maximum temperature set point
and/or lower a minimum temperature set point. The variation can
reduce the number of times the compressor, fans, motor, generator,
and the like are cycled on, for example reducing the periods of
potential disruption. The variation to the set points can be for an
entire occupant sleep period indicated by the occupant sleep status
data or at times of light sleep such as Stage 1 and/or Stage 2
non-REM sleep. In an embodiment, the variation of the set points
can further be modified by user preferences, such as users
indicating a preference for a baseline level of noise. In an
embodiment, the variation of set points can be subject to
boundaries, for example restricting variation of set points based
on a sensitivity of a load in the space cooled by the transport
climate control system, such as pharmaceuticals, frozen goods,
produce, or the like having particular limitations on temperature
variation.
[0077] Where the operational parameters determined at 310 include
permissions for operation of particular components of the transport
climate control system, the particular components can be components
associated with disruptive effects such as noise and/or vibration.
The particular components can include, for example, motors,
generators, compressors, fans and the like. The components can be
restricted in operation or prohibited from operation during entire
the occupant sleep period indicated by the occupant sleep status
data or at times of light sleep such as Stage 1 and/or Stage 2
non-REM sleep. The permission for operation of the components can
further be modified by user preferences, such as users indicating a
preference for a baseline level of noise. In an embodiment, the
permissions for the operations of components can be overridden by
calls for climate control based on essential values that need to be
maintained for some loads carried in spaces climate controlled by
the transport climate control system, for example to avoid loss of
sensitive loads such as pharmaceuticals or any other sensitive
loads. In an embodiment, the permissions can allow operation of the
components at certain levels associated with comparatively lower
noise and/or vibration compared to ordinary or full-power
operations, such as at limited compressor speeds or capacities,
limited fan speeds, or the like.
[0078] Where the operational parameters determined at 310 include
permissible power sources, the transport climate control system can
be powered by, for example, a RESS during at least a portion of the
occupant sleep period indicated by the occupant sleep status data
or at times of light sleep such as Stage 1 and/or Stage 2 non-REM
sleep. The transport climate control system can exclusively take
power from the RESS, and be prohibited from taking power from a
motor, generator, or any other such power source that could produce
disruptive noise and vibration. In an embodiment, the use of the
RESS as the power source can be overridden if the draw of power
would be insufficient to operate the transport climate control
system, for example based on a low state of charge for batteries of
the RESS and high ambient temperatures. In an embodiment, the use
of the RESS as the power source can be overridden based on the
status of the RESS, for example as reported by the RESS management
system. The status leading to override of the use of the RESS can
be, for example, RESS temperature, RESS state or charge, or any
other such suitable characteristic for determining if use of the
RESS should be discontinued, for example to avoid loss of power,
damage to the RESS, or the like.
[0079] Where the one or more operational parameters includes a
schedule for operating components, the schedule can control
operation of the transport climate control system over time during
at least a portion of an occupant sleep state. The schedule can be
based on predicted stages of sleep for the occupant. The stages of
sleep can be predicted, for example, based on one or more of a
sleep start time, biometric data indicative of sleep stages, a
typical schedule or progression for the stages of sleep, individual
sleep data, combinations of typical and individual data, and the
like. The predicted sleep stages can include, for example, State 1,
Stage 2, and Stage 3 non-REM sleep and REM sleep. In an embodiment,
the schedule includes different set points for the transport
climate control system used at different times corresponding to
different levels of sleep of the occupant, such as, for example
lower maximum and/or higher minimum set points during times
predicted to correspond to stage 3 non-REM and REM sleep and higher
maximum and/or lower minimum set points during times predicted to
correspond stage 1 and stage 2 non-REM sleep. In an embodiment, the
schedule includes different permissions and/or levels of operation
for components associated with disruptive noise and/or vibration
such as motors, generators, compressors, fans, and the like, for
example prohibiting operation or restricting operations during
stage 1 and stage 2 non-REM sleep and permitting operations or
lifting restrictions during stage 3 non-REM sleep and REM sleep. In
an embodiment, the schedule can modify periods at the beginning or
end of an occupant sleep period based on occupant preferences
and/or data, for example optional selections or data indicating
that a particular occupant prefers or can tolerate some levels of
noise and/or vibration.
[0080] The transport climate control system is operated according
to the one or more operational parameters at 315. In an embodiment,
the transport climate control system is operated using the
setpoints determined at 310. In an embodiment, components are
operated according to the permissions determined at 310, with
motors, generators, compressors, fans, and the like being operated
in a restricted mode or not operated according to the permissions
determined at 310. In an embodiment, the transport climate control
system is operated using only power from the RESS as determined at
310. In an embodiment, the operation of the transport climate
control system over time is conducted according to the schedule
determined at 310. In an embodiment, the operation at 315 can be
interrupted or overridden as described above.
[0081] FIG. 4 illustrates a flowchart of a method 400 for operating
the transport climate control system according to one or more
operational parameters (e.g., operating the transport climate
control system at 315 based on the operational parameters
determined at 310), according to one embodiment. The method 400
begins at 405 whereby a controller (e.g., the controller 245 shown
in FIG. 2) determines/predicts a sleep state of an occupant of the
vehicle based on occupant sleep status data. When the controller
determines/predicts that the occupant is awake and/or would not be
bothered by noise and vibration of various components of the
transport climate control system, the method proceeds to 410. When
the controller determines/predicts that the occupant, for example,
is trying to sleep or in a light sleep stage, the method 400
proceeds to 415. When the controller determines/predicts that the
occupant, for example, is in a deep stage of sleep, the method 400
proceeds to 420.
[0082] At 410, the controller determines/predicts, for example,
that the occupant is awake and/or would not be bothered by noise
and vibration of various components of the transport climate
control system and instructs the transport climate control system
to operate as required to provide the desired climate control
within the climate controlled space of the transport unit. The
controller can instruct the various components based on operational
parameters determined, for example, at 310 in the method 300. This
can include the controller instructing one or more components of
the transport climate control system to operate, including for
example, one or more of motor(s), generator(s), compressor(s),
fan(s), etc. that may make sufficient noise and/or vibration that
could prevent the occupant from sleeping. In some embodiments, the
occupant can manually instruct the controller which components of
the transport climate control system can be operated in this mode.
The method 410 then proceeds to 425.
[0083] At 425, the controller determines a charge state of a RESS
that can provide power to the transport climate control system
(e.g., the RESS 210 shown in FIG. 2), determines whether the RESS
is sufficiently charged, and determines whether a power source
providing power to the transport climate control system at 410
(e.g., a generator such as the generator 205 shown in FIG. 2, a
motor such as the motor 265 shown in FIG. 2, a utility power
source, etc.) has sufficient power to concurrently charge the RESS.
In some embodiments, the controller can determine that the RESS is
sufficiently charged when the charge state of the RESS is above a
preset charge threshold such as, for example, 70%. It will be
appreciated that the charge threshold can be any preset charge
percentage and typically between, for example, 50% and 100%. In an
embodiment, the RESS can be charged to full charge. In an
embodiment, whether the charge state of the RESS sufficient can be
determined based on historical data regarding the under similar
ambient conditions such as ambient temperature, solar intensity,
time of day, current temperature of the conditioned space (i.e.
pre-cooling), and the like to predict the energy required to
maintain operations during operator sleep. In an embodiment, the
preset charge range can be within a range selected based on values
that optimize battery life, for example within 20% and 80% of the
maximum state of charge of the battery for a lithium ion battery.
When the controller determines that the RESS is sufficiently
charged, the method 400 proceeds back to 405. When the controller
determines that the RESS is not sufficiently charged, the method
400 proceeds to 430.
[0084] At 430, the controller instructs the power source to charge
the RESS while concurrently providing power to the various
components of the transport climate control system as required at
410. The method 400 then proceeds back to 425.
[0085] At 415, the controller determines a charge state of the RESS
and determines whether the RESS has sufficient charge to power the
transport climate control system in a quiet operation mode based on
the operational parameters. In some embodiments, this can include
the controller determining whether the RESS has sufficient charge
to power the transport climate control system in the quiet
operation mode by itself. In some embodiments, this can include the
controller determining whether the RESS has sufficient charge to
power the transport climate control system in the quiet operation
mode with another power source (e.g., the motor, the generator, a
utility power source, etc.).
[0086] In some embodiments, the controller can determine that the
RESS is sufficiently charged to power the transport climate control
system in the quiet operation mode when the charge state of the
RESS is above a preset quiet operation mode charge threshold such
as, for example, 70%. It will be appreciated that the quiet
operation mode charge threshold can be any preset charge percentage
and typically between, for example, 50% and 100%. In an embodiment,
the charge state of the RESS sufficient to operate in the modified
quiet operation mode can be determined based on historical data
regarding the required energy for operation under similar ambient
conditions such as ambient temperature, solar intensity, time of
day, and the like. In an embodiment, the preset charge range can be
within a range selected based on values that optimize battery life,
for example within 20% and 80% of the maximum state of charge of
the battery for a lithium ion battery. It will be appreciated that
in some embodiments, the quiet operation mode charge threshold can
be the same as the charge threshold at 425 and that in other
embodiments the quiet operation mode charge threshold is different
from the charge threshold at 425.
[0087] When the controller determines that the RESS does not have
sufficient charge to power the transport climate control system in
the quiet operation mode, the method 400 proceeds to 420.
[0088] At 435, the controller instructs the transport climate
control system to operate in the quiet operation mode based on
operational parameters determined, for example, at 310 in the
method 300. This can include, for example, the controller
instructing one or more components of the transport climate control
system to not operate or operate at a low noise or a low speed
mode. The components can include, for example, one or more of
motor(s), generator(s), compressor(s), fan(s), etc. that may make
sufficient noise and/or vibration that could prevent the occupant
from sleeping. This can also include, for example, the controller
instructing the RESS to provide power to operate the transport
climate control system. The method 410 then proceeds to 405.
[0089] At 420, the controller determines whether the RESS is
required to provide power to the transport climate control system
in order for the transport climate control system to be operated in
the modified quiet operation mode based on the occupant sleep
status data and the operational parameters. When the controller
determines that the RESS is required, the method 400 proceeds to
440. When the controller determines that the RESS is not required,
the controller continues operation of the transport climate control
system in the modified quiet operation mode and the method 400
proceeds to 445.
[0090] At 440, the controller determines a charge state of the RESS
and determines whether the RESS has sufficient charge to power the
transport climate control system in the modified quiet operation
mode based on the sleep status data and the operational parameters.
In some embodiments, this can include the controller determining
whether the RESS has sufficient charge to power the transport
climate control system in the modified quiet operation mode by
itself. In some embodiments, this can include the controller
determining whether the RESS has sufficient charge to power the
transport climate control system in the modified quiet operation
mode with another power source (e.g., the motor, the generator, a
utility power source, etc.).
[0091] In some embodiments, the controller can determine that the
RESS is sufficiently charged to operate in the modified quiet
operation mode when the charge state of the RESS is above a preset
modified quiet operation mode charge threshold such as, for
example, 70%. It will be appreciated that the modified quiet
operation mode charge threshold can be any preset charge percentage
and typically between, for example, 50% and 100%. In an embodiment,
the charge state of the RESS sufficient to operate in the modified
quiet operation mode can be determined based on historical data
regarding the required energy for operation under similar ambient
conditions such as ambient temperature, solar intensity, time of
day, and the like. In an embodiment, the preset charge range can be
within a range selected based on values that optimize battery life,
for example within 20% and 80% of the maximum state of charge of
the battery for a lithium ion battery. It will be appreciated that
in some embodiments, the modified quiet operation mode charge
threshold can be the same as the charge threshold at 425 and/or the
quiet operation mode charge threshold at 415, and that in other
embodiments the modified quiet operation mode charge threshold is
different from the charge threshold at 425 and/or the quiet
operation mode charge threshold at 415.
[0092] When the controller determines that the RES S does not have
sufficient charge to power the transport climate control system in
the modified quiet operation mode, the method 400 proceeds to 410.
When the controller determines that the RESS does have sufficient
charge to operate the transport climate control system in the
modified quiet operation mode, the method 400 proceeds to 445.
[0093] At 445, the controller instructs the transport climate
control system to operate in a modified quiet operation mode based
on operational parameters determined, for example, at 310 in the
method 300. The modified quiet operation mode can vary based on,
for example, occupant sleep status data obtained, for example, at
305 in the method 300. Based on the occupant sleep status data, the
controller can determine, for example, which components of the
transport climate control system can operate as required and which
components should at a low noise or a low speed mode. The
components can include, for example, one or more of motor(s),
generator(s), compressor(s), fan(s), etc. that may make sufficient
noise and/or vibration that could prevent the occupant from
sleeping. This can also include, for example, the controller
instructing the RESS and/or another power source (e.g., the
generator, the motor, a utility power source, etc.) to provide
power to operate the transport climate control system. In some
embodiments, the occupant can manually instruct the controller
which components of the transport climate control system can be
operated in this mode. The method 410 then proceeds to 450.
[0094] At 450, the controller determines a charge state of a RESS
that can provide power to the transport climate control system,
determines whether the RESS is sufficiently charged, and determines
whether another power source (if applicable) is providing power to
the transport climate control system at 445 (e.g., the generator,
the motor, a utility power source, etc.) has sufficient power to
concurrently charge the RESS. In some embodiments, the controller
can determine that the RESS is sufficiently charged when the charge
state of the RESS is above a preset charge threshold such as, for
example, 70%. It will be appreciated that the charge threshold can
be any preset charge percentage and typically between, for example,
50% and 100%. In an embodiment, the charge state of the RESS
sufficient to operate in the modified quiet operation mode can be
determined based on historical data regarding the required energy
for operation under similar ambient conditions such as ambient
temperature, solar intensity, time of day, and the like. In an
embodiment, the preset charge range can be within a range selected
based on values that optimize battery life, for example within 20%
and 80% of the maximum state of charge of the battery for a lithium
ion battery. When the controller determines that the RESS is not
sufficiently charged and determines that another power source has
sufficient power to concurrently charge the RESS and power the
transport climate control system in the modified quiet operation
mode, the method 400 proceeds to 455. When the controller
determines that the RESS is either sufficiently charged or that
another power source does not have sufficient power to concurrently
charge the RESS and power the transport climate control system in
the modified quiet operation mode, the method 400 proceeds back to
405.
[0095] At 455, the controller instructs the power source to charge
the RESS while concurrently providing power to the various
components of the transport climate control system as required at
445. The method 400 then proceeds back to 405.
[0096] Aspects:
[0097] It is understood that any of aspects 1-10 can be combined
with any of aspects 11-14 or 15-17. It is understood that any of
aspects 11-14 may be combined with any of aspects 15-17. [0098]
Aspect 1. A method of operating a transport climate control system,
comprising:
[0099] obtaining occupant sleep status data;
[0100] determining one or more operational parameters of the
transport climate control system based on the occupant sleep status
data; and
[0101] operating the transport climate control system according to
the one or more operational parameters to control when at least one
of a motor, a compressor, a generator, or one or more fans are in
operation during an occupant sleep state. [0102] Aspect 2. The
method according to aspect 1, wherein the occupant sleep status
data includes an occupant sleep schedule. [0103] Aspect 3. The
method according to any of aspects 1-2, wherein the occupant sleep
status data includes a driving time of a vehicle including the
transport climate control system. [0104] Aspect 4. The method
according to any of aspects 1-3, wherein the occupant sleep status
data includes occupant biometric data. [0105] Aspect 5. The method
according to any of aspects 1-4, wherein the one or more
operational parameters include at least one of a temperature set
point of the transport climate control system or a permitted drift
from a set point of the transport climate control system. [0106]
Aspect 6. The method according to any of aspects 1-5, further
comprising charging a rechargeable energy storage source prior to
the occupant sleep state. [0107] Aspect 7. The method according to
any of aspects 1-6, wherein operating the transport climate control
system according to the one or more operational parameters
comprises prohibiting operation of at least one of the motor, the
compressor, the generator, or the one or more fans during a period
defined based on an occupant sleep stage. [0108] Aspect 8. The
method according to aspect 7, wherein the period defined based on
the occupant sleep stage includes one or more periods associated
with Stage 1 non-REM sleep. [0109] Aspect 9. The method according
to aspect 8, wherein the one or more periods associated with Stage
1 non-REM sleep are identified based on occupant biometric data.
[0110] Aspect 10. The method according to aspect 8, wherein the one
more periods associated with Stage 1 non-REM sleep are identified
based on a schedule of predicted sleep stages. [0111] Aspect 11. A
transport climate control system, comprising:
[0112] a motor;
[0113] a climate control circuit including:
[0114] a compressor; and
[0115] one or more fans; and
[0116] a controller, configured to: [0117] obtain occupant sleep
status data; [0118] determine one or more operational parameters of
the transport climate control system based on the occupant sleep
status data; and [0119] operate the transport climate control
system according to the one or more operational parameters to
control when at least one of the motor, the compressor, or the one
or more fans are in operation during an occupant sleep state.
[0120] Aspect 12. The transport climate control system according to
aspect 11, further comprising a generator, and wherein the
controller is configured to operate the transport climate control
system according to the one or more operational parameters to
control when a generator is in operation during an occupant sleep
state. [0121] Aspect 13. The transport climate control system
according to any of aspects 11-12, further comprising a biometric
reader. [0122] Aspect 14. The transport climate control system
according to aspect 13, wherein the biometric reader is a wearable
device and the biometric reader configured to communicate with the
controller through wireless connection. [0123] Aspect 15. A control
module for a transport climate control system, comprising:
[0124] a controller configured to: [0125] obtain occupant sleep
status data; [0126] determine one or more operational parameters of
the transport climate control system based on the occupant sleep
status data; and [0127] direct operation of the transport climate
control system according to the one or more operational parameters
to control when at least one of a motor, a compressor, or one or
more fans of the transport climate control system are in operation
during an occupant sleep state. [0128] Aspect 16. The control
module according to aspect 15, wherein the controller is configured
to direct operation the transport climate control system according
to the one or more operational parameters to control when a
generator is in operation during an occupant sleep state [0129]
Aspect 17. The control module according to any of aspects 15-16,
further comprising a wireless communication antenna and wherein the
controller is configured to obtain data from a biometric reader
from the wireless communication antenna.
[0130] The examples disclosed in this application are to be
considered in all respects as illustrative and not limitative. The
scope of the invention is indicated by the appended claims rather
than by the foregoing description; and all changes which come
within the meaning and range of equivalency of the claims are
intended to be embraced therein.
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